Jet propelled rotor sustentation and propulsion means



Oct. l, 1957 A. c. PETERSON JET PROPELLED ROTOR SUSTENTATION NDPROPULSION MEANS Filed July 22, 1954 4 Sheets-Sheet 1 IIN Oct. l, 1957A. c. PETERSON 2,808,115

JET PROPELLED RoToR sUsTENTATIoN AND PROPULSION MEANS Filed July 22.1954 4 sheets-sheet 2 Oct. 1, 1957 A. c. PETERSON 2,808,115

JET PROPELLED RoToR sUsTENTATIoN AND PRoPULsIoN MEANS Filed July 22,1954 4 sheets-sheet s Oct. 1, 1957 A. c. PETERSON 2,808,115

JET PROPELLED ROTOR SUSTENTATION AND PROPULSION MEANS Filed July 22,1954 4 sheets-sheet 4 l United States Patent' O1 JET PROPELLED ROTORSUSTENTATION AND PROPULSION MEANS Adolphe C. Peterson, Minneapolis,Minn.

Application July 22, 1954, Serial No. 444,971

18 Claims. (Cl. 170-135.4)

My invention relates to rotor sustentation means and propulsion meansfor aircraft and especially to an improved form of such means withpropulsion by jet means, Wherefore it is called jet propelled rotorsustentation and propulsion means.

The principal objects of my invention are to provide a form of rotorsustentation means for aircraft, which means shall be simple inconstruction, somewhat lower in rst cost of construction, somewhat lowerin cost of operation and maintenance, and which especially shall havecertain other advantages hereinafter especially enumerated. A chiefobject in this invention is the provision of a form of rotor propulsionmeans which, because of its especial and novel form of combustion andutilization of fuel, will provide an increased eiciency in that use offuel for the propulsion of the rotor means and therefore also for thepropulsion of the aircraft on which it is used. The eiciency of theutilization of fuel results in this invention, from two characteristicsin the utilization of fuel, one, that the fuel is used only in such amanner that all the force of the jet propulsion is exerted in adirection, such that that force is completely effective for forwardpropulsion of the aircraft; second, that the force of the jet expulsion,by its reaction, is counteracted, as in the construction, by therearward propulsion or thrust effect of the deepened phase of bladepitch, in the rotation, so that thus, simultaneously both forces areeffective for the forward propulsion. Another reason for theeffectiveness of the propulsion effect of the rotor means, consists inthe fact that the rotor means by its own rotation, will provide also,some of the work lneeded for the provision, under a pressure, of some ora majority, or even all of the air, needed for the combustion to producepropulsion effect upon the rotor.

Another important advantage, which is provided by this invention, is thefact that the cycle and system of the device, n itself, providesautomatically for production of the opposite phases of the blade pitch,including the deepened pitch phase of the cycle. A very importantadvantage consists in the fact that the system provides inherently amethod of control of the direction of propulsive thrust upon theaircraft, which is effective in use of the aircraft, either in singleunits of the device or a multiple number of such units, this directionalcontrol of the units being especially effective for control to enablehovering of the aircraft or slow descent or landing and take olf of theaircraft.

An especial advantage consists in the lessened first cost ofconstruction, lessened cost of maintenance and operation, since thecontrol means and operating means is more simple in operation, and lessdependent upon mechanical operational elements. All of the advantages,enumerated, will appear in the description, and in genera-l, it may bestated, that the object is the provision of better, cheaper, and moreeasily controlled aircraft. My device is applicable to use for suchaircraft, as are entirely rotor sustained, or such as are partly rotorand partly fixed Wing 2,808,115 Patented Oct. 1, 1957 sustained, or suchas are, in operation, convertable from one to the other form ofoperation, that is as fixed wing, or as propelled rotor sustained means.

In the accompanying drawings which illustrate my invention, likecharacters throughout, refer to like parts, in so far as practicable.The principal devices and combinations of devices, constituting myinvention, are as hereinafter described, and as dened in the appendedclaims.

Referring to the drawings:

Figure 1 is a view chiey in vertical section through the verticaloperating axis of one so-called twin unit, which consists of two rotors,coaxially mounted on a single mounting pylon, some parts being shown infull vertical side elevation, some parts being broken away, the sectionbeing a section on the lines 1 1 of Figures 2 and 6.

. Figure 2 is a View chiefly in horizontal section, transversely to theplane of Figure 1, on a line 2 2 of Figure l through the chief elementsof one rotor of the two rotor unit, and through the valve means,transversely thereof, some parts being in plan view, some parts brokenaway, the section being also on the line 2 2 of Figure 4, a detail view.

Figure 3 is a view in horizontal section'through a jet unit at theradially outward end of one airfoil blade of a rotor, this section beinga view looking upwardly, from below, `at the section of a jet unit in ablade of the upper rotor. A similar section of a similar unit of thelower rotor would be the same, looking, however, downwardly,

from above the section. This section is, in so far as thev jet unit, isconcerned, on the line 3 3 `of Figure 7, and the blade is broken away.

Figure 4 is a detail vertical section, on the line 4 4 of Figures 2 and6, through the vertical axis of one pitch motor, a similar section,through any of the other four pitch motors, bei-ng essentially similar.

Figure 5 is a diagrammatic view of the ignition control or distributingmeans and its contact means as mounted on the valve.

Figure 6 is a plan view of the twin rotor unit illustratedV in Figures1, 2, this illustration being on a scale, approximately one-half that ofFigures l and 2, and due to its very small proportionate size, beingchieily a diagrammatic view to illustrate the connections of the pitchmotor fluid conduits and their connections, the air foil blades beingbroken away.

Figure 7 is a section vertically and transversely through one of theairfoil blades of a rotor of a twin rotor, on a. somewhat smaller scale.

Figure 8 is a diagram illustrating the phases of the combustion cycle inone rotation.

Figure 9 is a diagram illustrating the phases of the cyclic pitch changein oneV rotation of a rotor.

Figures 10, ll, l2, are figures illustrating the mounting and control,of a system wherein there are three units such as the twin rotor unit,to be described mounted on anv aircraft.

Figure 10 is a plan view of such an aircraft on a very small scale.

Figure 1l is a frontal view of that aircraft.

Figure l2 is a diagram illustrating the cyclic operation and control ofthis cyclic operation of the three twin units mounted on such anaircraft as illustrated in Figures 10 and 1l.

Figure 13 is a diagram showing the reversing control of the motor 45,the switch 46 providing reverse and currentv stoppage.

Figure 14 shows a modified form of nozzle 57 and ow control.

Referring now to Figures l to 9, both inclusive, there isnow describedin detail, the mechanism comprising a twin rotor unit, according to myinvention, this twin rotor unit being aV unit comprised of two rotors,which are coaxially mounted on coincidental axes, and one of which issuperimposed above the other on a mounting. The twin vrotor-unit has anupper rotor A and alower rotor'B, a's generallydesignated. This pair ofrotors are mounted upon a rotor pylon which is generaliy designated asC, and is xed at the end of a wing' or beam of an aircraft, which isdesignated W as' to the wing. The mountingQin lieu of such amounting,may be vertically over and upon any' type of fuselage of an aircraft.

-U'hernountngV pylon C may be'constructed of as many detailed elementsas is necessarynfor 1construction and as= semblage, the illustrationshowing yitfby itsprtsf'as Ithey are united in. a Seite fixture. 1 suchinus'tration sfdp'fed foldall units or elements of the'device inorderthat the illustration will show, primarily, the operative relationof pa'ts,ithe construction of parts, in .any"nianne'e',vr forproperassemblage, being a matter of design as necessary fr'ele'ctiveconstruction. l

VThe mounting pylori C has a suppo 'ng-bearing'l, for the rotor B, and asupporting .bearingz Efor `tlieupper rotorA, and the two bearing means-1 and aresec'urely united .together by the vertical-post 3, ythesethree parts, 1,- 2, 3, beingformed and united together in gy manner, sothat they will have co-incidental axes, A ball bearing 4 supports thebearing 1 upon the upwardly thrusting Vdisk or'flange 5 which is formedon the lower end ofthe sleeve 6Fwhich is a part of and securely formedtogether wit'hthe lower rotorhub 7. A ball bearing 8 supports thebearing 2 .upon `the upper side of the upper rotor hub 9. "A ballbearingll) is placed between the lower side of rotorih'ub 9 and theupper side of rotor hub 7. `By these ball beari ingA means, the tworotor hubs 7 and 9 are rotatably mounted to rotate with respect to thebearing'means 1 and 2 of the mounting pylon so that their axes areco-incidental and so that these -rotor hubs with their associatedelements,. are rotatableabout the vertical post 3, .each rotatablein onehorizontal plane, the planes being parallel, the plane of one beingsufficiently above the plane of rotation ofthe other, so that eachWill'rotate independently of the other. The mounting is 'such that therotors in rotation will transmit sustaining or lifting tension'or effectupon the wing 'or beam element to which they are affixed.

YThere isa common valve member 11, which is in the form Iof a sleeve ofrather large diameter and `is placed over the post `3, that is about it,and atrits base about the larger portion 12 of post 3, but this valve,which may otherwise be designated sleeve valve, is not engaged -to thepost 3, but is rotatable about the post 3 for controlV movements,although it is 'not .rotatable with eitherof the rotor hubs, since thisvalve 11 is normally'held static, and

is not movable at all relative to the mounting pylon except for control,asv may be required. The valve 11 is sufficiently long, longitudinally,.that is,` axially,so that a portion of it is stationed Within andaxially of the rotor hub 9, so that thus a portion ofthe surroundingmaterialforming each rotor hub is close to and rotatable on vthe surfaceexteriorly ofthe valve 11, Ato form With lthe valve 11;a valve meanswhichwill cyclically permit thefair and one rotor hub and the other inthe .plane-ofthe other rotor hub. ,The ports 13v and 14 areat:.fdiametrically opposite locations with respect to the axis of thevalve 1.1, s'o that timing, is for vone rotor hub A, so .that rotationis the counter-clockwise direction, :and so that rotation for the otherrotor hub B is in the clockwise direct-ion.`

Each of fthe p'ort`s13 and 14 is approximately 160 :degrees long orslightly less than 180 degrees long circumferem ti'ally of Ythe valve1'1, Tand thislresults 1in 'such 'timing fin cooperation with fthe ports15 of .rotor hub'9 and ports 4 16 of rotor hub 7, that ow of fuelbearing iluid, gas, air and fuel or other type fuel and gaseous uid,will take place to each of four air foil blades 17 of the rotor hub Aand 18 of the rotor hub B in cyclic order for the blades of each rotor,and during a period which is approximately 180 degrees, or slightlyless, of the rotation of the rotor, in each case. The air foil blades 17are each mounted and fixed to the rotor hub 9 by bearing tlanges 19formed one on each blade 17 and oscillative in a bearing or bladebearing 20, one for each blade 17, the'mounting of blades 17 being suchthat each blade is independently of the others oscillative on "an `axiswhich is horizontal as a radius ofthe Vcircle about `tliehrotorrhub Y9.The air foil blades 18 are each/mountedand ixed to the rotor hub 7 bybearing flanges 121 formed one'on each blade 18 and oscillative in abearing or blade bearing 22, one for each blade 18, the mounting ofblades 18 being such that each blade is independently of the othersoscillative on an axis which is horizontal and extends in the plane ofrotation of rotor hub 7 and substantiallyas a radius ofthe circle aboutrotor hub 7. The oscillation permitted to-blades 17 is such that theymay have the pitch angles for effective sustentation, when rotor hub 9rotates in the counter- -cloclwise direction, andV the oscillationpermitted to blades 18' is such that they may have thepitch angles forsustentation whenwrotor hub` 7 rotates in the clockwise direction, eachAas viewed from above.

.,Each blade 17 has an arm 23 which extends substantially at rightangles from its axis of oscillation, and each bladel'S has an arm A24which extends at right angles from its' axis of oscillation. The generalfeatures of the rotors, A and B, which have beenldescribed, willidentify eac-hof these lrotors as independently rotatable rotors, eachhaving its blades 17 or y18, and each having a relation. asindicatedtovalve 11. Since only the one rotor A, is4fully'des'cribedyand fully illustrated in the drawings, itshouldlbeundersto'od that each rotor is like the other andhas'allltheelements' that the other has but that they are so`constructed that one Ais rotatable inone direction and the other-'"inthe opposite direction. l The description of detailed other elementswilln'oW-be related only with respecttorotor `A,fthe rotor B beingsimilar but not being described furtherin detail. Y

Referring 'to rotor A, thegrotor hub,A Q'has yformed iu it vv l'Chislc'tnnnected by arconnectingrod 27l with the associated and'a'djace'ntVarin`23'of the associated air foil blade IL'fthe cbnnections' with thepiston and Vthe armv being by' ball and vsocket joints, as shown, orequivalent, 28, `29, so` that there maybepavsuflicientfdegreeofilexibility of anglefin'fthereciprocation of the -armby the piston, and

the'relaiion schthlat iri'dovjn'ward movementv ofthe pistonV,26'funderpressure above it, itwill press downof "the associated blade17,"rlativ`ely downwardly/,Ito

" increase' the pitch' angle'of thebladc 41'7. The joints 28 and 29 'aresuch'as'to impart either tension or downward thrust. Y. N y.

Aspiring 30,f iri each' cylinder. and piston .unit 25426,

needbe "only of 'ra'ther'low'power' sice'the blades'may be sou made,with trailing parts larger in plane aspect, leading partstwith respectto axis' of'os'cillation), so that the return of ,the jblade tol allower`pitch anglepthat is lesser 'pitch angle, )wil'ltend to be` automatic,when .iiuid pressure is Ireleasedfrom the cylinder-25. Prefera iy thesprings 30,;are incorporated, although these' may be omittedandfthejreturn oscillativefmovementmay then be automat-ic. :Eachcylinder 25 has" or :may *haveintake -o gases underpressurebymeans ofone'fass'ociated independent by connected to one port chamber 32 whichis associated with a blade 17 which is diametrically opposite to theblade 17 with which the particular cylinder 25 and its piston 26 areassociated. It will thus be seen that any port chamber 32 (associatedwith a blade 17) may deliver gases under pressure through its connectedconduit 31 to the pitch motor cylinder of a diametrically opposite blade17 from that with which the port chamber 32 is associated, so thatpressure of gases in a blade 17, may, as hereinafter related, delivergases or air and fuel fluid under pressure to the pitch motor cylinderof a blade 17 which is passing through a phase which is the opposite of'the pressure and combustion phase of the blade connected with theparticular port chamber 32.

The rotor hub 9 has formed in it an annular channel 33 about valve 11and in this channel four contact elements 34 are placed, each xed to thesurrounding wall of the rotor hub 9. One single contact brush 35 isfixed on the side of the valve 11. Thus the contacts 34 Will rotate.about the brush 35, contacting it in cyclic order. Relative time ofcontact will be shiftable, according as valve '11 is shifted, ashereinafter described, for control. Each contact 34 will thus passignition current to its associated spark plug 36, in cyclic order, ascurrent is received by Way of contact brush 35, which is connected byway of contact ring 37 xed on the extreme lower end of Valve 11, andcontact brush 3S fixed in the mounting pylon C, the current beingsupplied to brush 38 by any means, not illustrated, as ignition sparkplugs are generally supplied with current. Leads or conductors for thecurrent for ignition are passed through conduits formed in the metal ofthe valve 11 and in the metal of the rotors A and B, such conductorconduits being as usually formed in any apparatus.

The valve 11, at its lower end, has formed on it, circumferentially ofit, a spur gear 39 and a small spur gear 40 is in engagement with thatgear 39, and spur gear 40 may be rotated in either direction by itsshaft 41 having bevel gear 42 on its lower end and bevel gear 43 whichis fixed on the shaft 44 of electric motor 45. The motor 45 is areversible electric motor which may be equipped as control motors areusually equipped and which may be supplied with control current by anyform of current control for reversing operation of the motor 45 and forcontrolled period or length of operation, as such means is commonly usedin connection with control motors, and for remote control thereof, suchcontrol means not being illustrated in detail. The control must be suchthat the valve 11 may be turned about post 3 and within the rotor hubs 9and 7, to such particular position for control, as is desired. Thereversing switch 46 provides for reverse operation. Any form ofindicating means in connection with valve 11, may be used, but it notespecially shown, since such indicating means are now commonly used inconnection with machinery and now need not be particularly shown,therefore.

Each of the rotors A and B, will have the means as has been described,and detail means, such as is Visible, in the illustrations and as isassociated with rotor B, is designated by the same numerals as withrotor A, but with addition of letter a. The valve 11 is suiciently largein diameter, throughout a portion of its length, that there is formed anannular chamber 47 about post 3, and to this chamber 47 a port 48 invalve 11 may deliver from a carburetted air conduit 49 and the lattermay receive carburetted air from carburettor chamber 50, to which airunder pressure is delivered, by the means as hereinafter described, orby any means, from conduit 51, and to which fuel is delivered by nozzle52 from pipe 53 as received from fuel pump 54 as operated by electricmotor 55. This electric motor 55 is operated by any remote meanssupplying current, and fuel is supplied to pump 54 by supply pipe 56.

The end of each air foil blade 17 has formed or xed on it a so-calledjet discharge means or discharge means,

generally denoted D, and illustrated in detail in 'section through thehorizontal axis of the jet tube, in Figure 3. This discharge means has ajet tube 57 which is xed on the end of the blade 17 and is placedgenerally as a chord of the circle in which the end of the blade 17moves in rotation of the rotor hub, and its discharge aperture 58 is soplaced that it is directed rearwardly of the direction of movement ofthe blade in the rotation of the rotor hub and is directed in the planeof that rotation so that discharge from it will flow rearwardly of themovement of the blade end and in the direction of the chord of thecircle in which the end of the blade moves. The jet tube 57 is closed atits opposite end by the wall 59, but it is open at one side by threeso-called injector nozzles 60, each of which is shaped somewhat as aventuri tube is shaped, and has located axially in it, one of'threeinductor nozzles or gas discharge nozzles 61, there being a space 62about each such nozzle through which atrnos-A pheric air may enter fromthe spaces 63 and 63a which pass in the blade 17 radially inwardly, ofthe circle of rotation of the rotor hub 9, to the radially inward end ofthe blade to ports 64 which latter are open to the atmos-` phere andthrough which atmospheric air is inducted, as hereinafter described. Thegas discharge nozzles 61 all receive gaseous fuel or air and fuelmixture through the p skin member 68 is rmly attached to form the shapetransversely of an air foil blade. The spaces 63 and 63a are formedbetween the beam member 67 and the sheathing 68 and are spaces in whichthe cool atmospheric air from ports 64 passes and is compressed by therotation of the rotor and the centrifugal force generated by therotation on the atmospheric air which is in the spaces 63 and 63a. Thusthe blade in its rotation, acts as a centrifugal pump vane member inproducing centrifugal force on the atmospheric airl in spaces 63 and 63aand thus acts to pump atmospheric air through ports 64 and throughspaces 63 and 63a, to compress that air in the radially outward end ofthe spaces 63, 63a, so that atmospheric air is thus compressed anddelivered as compressed air to the space 62 about each nozzle 61 andthere is subjected also to the induction effect of the nozzles 61 so asto then force that air with the fuel mixture gases into the jet tube 57where the resultant mixture is ignited by the ignition spark plug 36,which receives distribution of ignition current, at such time thatignition will be effected immediately on the entrance to jet tube 57 ofany of the air and fuel mixture from the nozzles 60. There is formedabout each spark plug 36 in the blades 17, an annular space 69 intowhich a proportionately very small quantity of atmospheric compressedair is passed by Way of the very small passage 70, this air beingdischarged by another very small aperture 71 into the gas stream in thejet tube 57, this small stream of cool air thereby serving to cool thespark plug 36. The rotor hubs may have any-packing such as that at 72 toprevent loss of fuel mixture, and the valve 11 may have such packing as73 also to prevent such fuel loss.

The operation and cyclic actuation with respect to the twin rotor unitis now described. The cyclic operation of each one of the pair of rotorsA and B, constituting one twin rotor unit, will be first described bydescribing this operation with respect to the rotor A and especiallywith regard to Figures l, 2, 3, 4, 5, 6, 7, 8 and 9. It will beunderstood that the conduit 51 supplies air compressed to a pressurewhich may be say fifty pounds to even oneV that the tubular beam member67 of each blade may be" constructed o f steel orotherstrongmetal,andthatther ascend-5,

sheathing forming the air foil surface of bladesv 17 may be constructedof any lighter metal or material, and also that the iet tubes may have.lining their inner walls any refractory ory insulatingv material whichwill adequately prevent damage to then-letal of the jet tubes but suchtubes should be madeof such resistant material as a steel alloy or ametalv such as titanium which will be more. resistant to heat. l

The nozzle 52A will be caused. to supply fuel such as gasoline,Ikerosine, alcohol Vorv othercombustible fueh such as gas fuel producedby'liquiiied, petroleum gas, or even coal gas, and any vsuch fuel will.be supplied under a sucient pressure, and will besupplied, inoperation, in a continuous supply, thepump, 5.4; being operated as,neces- Sary by meter 5.5;, as controlled by ,any remote con trol means.`Airwill start to4 new to carburetor chamber SGWheI-,e fuel is suppliedand the carburetted mixture will dow, through the'ports 48. tu4 annularchamber 47 about post S, between it, and valvel V11, theuce ascontrolled by valve 11, in cyclic, order, through the; ports 15 of rotorhub' 9 as, controlled by port 13 in valve 11,` and this carburettedmixture will enter the ,space or bore, of the tubular beam members 67,and will. pass to. the mixture forming nozzles, ,which have beendescribed, as at the end ofeach blade 17, and discharging to jet tubes 57.

The contacts 34 of the ignition current distribution means should .be ofsuch length that'there may be at any position of the rotors ignitioncurrentdistributed'for at least one or two of the spark plugs.. Ignitionand fuel distribution, will readily take place if the aircraft bearingthe device, is in the air, since. then rotors would automatically rotatesufficiently to produce the distributing movement of the valve meansanddistribution of ignition current. On the ground for-takefoif, anymeans may be I used'to give initial rotation, if prevailing air currentsdo not suice. It may be noted, however, thatthe air and fuel as suppliedunder pressure will, by that pressure alone, create some rotationproducing impulse by ejection of the air :from the jet tubes. Ascombustion is effected in jet tubes 57, the combustion and heat proiduced in the gases will greatly increase the force of expulsion of thegases from the jet tubes` 57 to atmosphere, and thus the worlcperformedwill be greatly increased, and the rotors Av and B will start rotatingin opposite directions, at high speeds. The jet tubes of rotors A and B,being oppositely directed, in the planes of rotation, the oppositerotation will be effected, always. A cycle of combustion will beeffected in each blade of each rotor. This cycle, is diagrammaticallyillustrated in Figure 8, where X indicates direction of propulsion bythe rotor (single rotor) and this may be also the direction of trans--lational Hight, and arrow R and that arc of the circle'of rotationindicated by arrow R indicates the combustion phase and period in thecycle, and the remainder of the cycle, about '180 degrees, more or less,indicates the phase wherein there is no passage of fuel 'mixture by wayof valve 11 and its port to the bore of the beam member 67, and in whichconsequently there is little or no combustion in the particular jettube'57. During phase R there is combustion in the jet tube, andcontinued passage of combustion gases to the jet tube 57, and continuousdischarge from the particular jet tube of gases under combustion andgreat heat. The phase R will be a so-called rotor combustion phase, inwhich the particular blade is in` the movement advancing in thedirection of aircraft propulsion, andthe remainder of the cycleindicated by letter Sis the `retreating phase of a blade Yin which theblade will move rearwardly, relatively, and in which there will be nocombustion, or a -very slight combustion. The discharge apertures of thefuel nozzles 6l, will be so restricted in transverse size, that thedischarge of fuel fluid'is Vrestricted, comparatively, and so thattherefore there will :immediately be a build up of pressure in the boreofthe beam member 67 ofthe blade, when the blade receives fuel iiuid.VThis restriction'in the vsize of the fuel ports, resultsin two effects,one, the build upi of pressure in the beam member 67 which will producethe Pitch motor effect, hereinafter describedJ andi two.A the melf@rated and, rapid discharge 0f fuel fluid. to produce; a strong flowv ofcombustion gases fromI the jety tube, 5,7.

The ports in valve 11 are also so large in proportion that p there isthe rapid build up of pressure, as stated.

The discharge of combustion gases from jet tubes 57. will be, of thenature of jet discharges, which produceV rer. action effects and thuspropulsion, and this eiect will beV veryY edective for rotation of ltherotor when speed is` attained, because that speed of rotation, at theends 'of blades 17 (and 18) will be say six hundred to one thousand oreven more rotationsl per minute, which will produce a speed at bladetips of perhaps somev six totnine hundred miles per hours. When'theblade 17 (or 18.)?has reached the forward position, at the t-ip of arrowR, combustion is completed and gases discharged to near atmosphericpressure. The centrifugal' effect on air in spaces-63,' 63a continues,however, and atmospheric air will be continu. ously pumped' throughthese spaces to. the jet tubes 57, during the retreating phase oftheblades, thus continuing a cooling effect and also somev jet-dischargeelect, at lower pressures, and speeds, however. VThiscycle ofcombustion, with `discharge under the powerful 'effect of vcombustion,and the non-combustion (relatively non-combustion) in the remainderofthe cycle, carburctted air owing during the combustion phase andignition being effected at commencement of the combustion-phase,continues in cyclic order and succession, and each cycle produces aforward'propulsive thrust by discharge of combustion gasesv at highspeed, in the one phase, only, the phaseof rotation, when the blade isadvancing in the directionof translational ight, and when discharge ofcombustion gases is rearwardly directed of the directionof'translational night.

During the phase R, as indicated in Figure 8, when there is the pressure0f gaseous fluid ow in the bore of a beam member 67, this pressure iscommunicated'by passage of the fluid through the conduit 31, connectedwith a particular blade, to the connected pitch motor cylinder 25 of the'diametrically opposite blade, lasindicated in Figure 6, and thispressure eiect in the-motor cylinder 25 produces downward movement ofthe piston 26 in the cylinder 25, and accordingly downward movement ofthe trailing edge of the said diametrically opposite blade 17 (or 18)and thus the blade (receiving the pressure in its cylinder 25) is, inthe combustion phase of its diametrically opposite blade, -forced to thehigh pitch angle in the retreating movement of the blade (rearwardly),and thus that high pitch angle produces a high degree of backward thruston the atmospheric air and a high degree of forward propulsive thrust onthe blade and thus on the aircraft on which it is mounted and thisforward thrust is combined with the forward thrust produced by thedischarge of combustion gases in the mated or opposite blade,and thusthere are two thrust forces which, combined and simultaneously, produceforward propulsive thrust on the rotor'a'nd its mounting.

When any cylinder 25 has received gases under pressure that pressurepersists as long as the pressure persists in the phase R, of a blade,but whenfthat pressure is reduced by closing of the valverport in valvel11 and rotor hub 9 (or 7) the piston 26 will be permitted to moveupwardly, this being effected partly bypressure of the coil spring 30and partly by the pressureof the passing slip-stream air, on thetrailing edge of the connected blade 17 (or 18), and therefore the bladepitch angle is permitted to bereduced. This reduction of the-bladepitch'angle, willtake place, just before the combustion phase R isinitiated in that particular blade. Y

Having described the cycleandphases of one rotor A, it mayV be statedthat theother rotor B of the twin unit, has the same c ycle ofcombustion, phase R, and non-combustonor dischargein the remainder ofthe cycle, and also the samechange of pitch angle in the diametricallyopposite blade of any mated pair of blades, and since the rotor B isconstructed to have opposite rotation, the valve 11 having the port 14,is oppositely located and ignition takes place in a corresponding pointof the cycle, oppositely, this rotor B,'produces combustion propulsivethrust by gas discharge in the phase on the opposite side of the axis ofrotation, to that of rotor A, and also produces propulsive thrust byhigh pitch angle of blades'on the side oppositely (that would be thesame side as the` combustion side of rotor A) and thus the twin rotorunit has the combined thrust of two combustion phases on opposite sides,and also of two high pitch angle phases, also on opposite sides, andthere is combined thusly, sixteen thrust phases, on the twin rotor unit,in'each single cycle of the pair of rotors.

It should thus be observed, that the sixteen thrust phases of a twinrotor unit, are all directed to exert forward thrust in the samedirection, and that accordingly propulsive thrust will be according tothe direction of this combined thrust of a twin rotor unit. In Figures10 and ll, there is illustrated a mounting of three twin rotor units onan aircraft, each twin rotor unit is designated as TR, and two of theseare placed at opposite sides of the aircraft fuselage F, in linetransversely of the aircraft, and one a smaller one, is placed near therear end of the fuselage, all a little above the level of the fuselageF. Each twin rotor unit has its supply of compressed air and fuel, ashas been described in connection with one twin rotor unit. Thus Vthereare twin rotor units at three points and each may be separatelycontrolled in its power output, by any means, or such as described, andeach may be separately controlled in its direction of thrust of theunit. The direction of thrust of a twin rotor unit, in the horizontaldirection may be controlled by the pilot by his remote control of themotors 45 of the twin rotor units. Each valve 11 of a. unit may beturned throughninety degrees, or l2() degrees, or 360 degrees or asdesired. Normally in forward translational flight, each twin roter unitwill exert thrust in the same forward direction, as indicated by arrowsX in Figure l2, a cyclic diagram of the thrust action. In the positionof arrows X, all three units have their valves 11 stationed so that thethrust is all, in all three units, directed for forward propulsion, inthe direction of forward flight, horizontally. For hovering flight, orfor take-off vertically, or for slow descent, the pilot may set thevalves 11 of the two forward twin rotor units TR, by motors 45, so thatthe direction of forward thrust of the units is directed in thedirection of arrows X1, Fig. l2, and by a setting such as this, the'direction of thrust of the two forward twin rotor units TR is directedto negative the forward propulsive thrust of the rear twin rotor unitTR, and thus all horizontal thrust is negatived, or neutralized, so thatthe aircraft may while being supported in the air, hover withouthorizontal travel. When in this condition of control, the pilot may ifhe desires (or at any time), increase the power of the turbineshereinafter described, and he may increase the ow of fuel to theCarburettor means 5f), and this increase of power and pressurecorrespondingly, will tend to increase the pressure in each of the pitchmotor cylinders 25, and this increase of the pressure,will'simultaneously increase or deepen the pitch angle of the blades 17(or 1S), and this will increase the vertical climbing effect. Increasedclimb effect may also in like manner be provided for any one of thethree twin rotor units TR, thus providing a means for at any timeeffecting a restoration of equilibrium to the aircraft, if that is atany time necessary.

The aircraft will be provided with turbine jet type or other propulsionpower plants, each designated TJ, there being three of these shown inFigures l and l1. Each turbine jet unit provides compressed air,withdrawn from the compressing section, by a conduit 51, each turbinejet unit thus providing compressed air, say at fifty to one hundredpounds pressure, to one associated twin fotof unit TR. The conduits 51may be united in any manner, so that any of the turbine jet units maysupply compressed air to any twin rotor unit. The turbine jet units TJ,in the usual way of such units, or any other propulsion engines, maysupply forward propulsion by their rearwardly discharging jets or byother means, such as pro pellers or ducted fans. ed by modification orcontrol of the power output of each, but such propulsion effect may bepartly or fully negatived or neutralized by control of the valves 11 oftwin rotor units to provide opposite propulsive effect.y The turbineunits TI may also have any means, such asl is now known, for changingthe direction of propulsive thrust. The valve control of the rearwardunit TR, Fig ure 10, may be used to effect turning of the aircraft inthe horizontal plane, as may be necessary. Any form of compressed airsupply means may be used instead of the supply from the turbine jetunits, as stated, and such units may have any type of horizontalpropulsion device, such as Propellers, or ducted fans.

Referring to Figures l0, l1, it will be seen, that the structure asthere shown will provide, for forward translational propulsion,in eachcycle of operation of the units, forty eight forward thrust propulsions,in additionto the three major forward propulsion forces of the turbineengine .units TJ. Each twin rotor unit provides in each of the rotors,four combustion gas thrusts, all discharging rearwardly to give forwardpropulsion, and four rearward high pitch angle thrusts of its blades,all providing forward propulsion in addition to their sustentationeffect, and thus there is a very large total propulsion effect. Theturbine jet units may be so proportioned in their power effects, so thatmuch of their power output is utilized for provision of compressed airfor the twin rotor units TR, and thusra lesser proportion for forwardpropulsion, or they may according to the characteristics desired,provide a greater proportion of forward propulsion effect in theirnormal operation. This proportion in construction and design, will beaffected also by the proportion of lift desired and provided by theproportioning of the fixed wings W which are mounted on the fuselage Fand to which the side TR units are affixed.

It will be seen by examination of the diagrams, that of any twin rotorunit, element, oppositely to that forforward propulsion (except slighteffect provided by lowpitch angle orvery low pitch angle or even nopitch anglel in advancing phases) since the high pitch angle iseffectedi in the rearward or retreating movement of the blades; (Pindicates the phase of high pitch;

17, or 18, sce Fig. 9 angle), and since the propulsion means for theblades effected through the discharge ports 58 for the jets, is: eectiveonly in the direction opposite to the direction` of forward flight ofthe aircraft, and thus all of thei propulsive effect of discharge ofgases from the blades' of rotors, is effected rearwardly to providethrust for forward propulsion of the aircraft, and that thus thecombustion thrust effect is very effective, and highly eco` nomical inits expenditure of power and of fuel provided by the combustion.

The bores 66 of elements 67 are subjected to centrifugal force and alsosuction effect created by nozzles 61 on passages 62, during thecombustion phases. The pistons 26 of motors 25 are during thenon-combustion phases of the discharge jet nozzles, subjected to somesuction effect from the bores 66, which aids in the return movement ofthe pistons 26 and therefore also the return movements of the blades 17or 18.

It should be noted that in the combustion phases of any of the blades,the ignition points should be such as to effect ignition immediately onthe initiation of flow of the fuel and air under pressure through anozzle 61, and

the-distributing contacts for the ignition means and they Thispropulsion may be modi-l msnen-1.35.

Conductors; Should-these arrangedias to effect'. thisimmesdiateignitionon the,commencementroffow.fof fuel iandzv air, andftheignition mean s1-should:beiof anyV typecwhilr will be' most;certain-Sto. effect such Iimmediate ignition.. l :have shown ,the4`device as..- constructed torfpassicomr.

pressed air by pipefSl'fto-fcarbur-etor,50:and;fueli.by nozzle;- 52,.butv fitfshould bevnotedy-that the-incl' fluidcmay be;of

any .type, ,liquidV or gaseous, and that the air. .tlow'fbyzpipef51-,mayrbe omitted,or1, this ilow by piper-151trnayvbeza.

gaseous fuel' such as aliquiiedpetroleum?gas-underfpres` sure, orfit,may be-'a coalfgasaunderpressure. An'dit maysbe noted, also, y that insomefconstructions, all theairfor, combustionr may .befdistributed,bytmeans-ofhe l pipe; 51 .and the-,valve-ll, Aas .thevairzandfuelacombinationyare shown to hei distributed^. Or, .alternatively-Lallathe; ain-forfcombustion; maybe received'from atmos.- phere, by wayofthenports '264,1 andas compressediby thespaces .63, in blades 17,maybe,dischargedsthrough thei spaces A 62,- andznozzlesa60^2andmixedfwithl the fuel from nozzles .61 in ynozzles-60;

Referring to the-modified formof nozzle means shownV in .Fignre14, thisshows *merely va different formofkthe nozzlemeansat the endfofceachbladesl?` ('or:18),.and

theblade k'itself and Vits phase changesarm'23 .and llange 19gandmounting in the rotorhub; and its associations-inw therotor'fhub 17 (or18) isw'like 'thatforthe rst form:v

described,` relative to operation .of the -rotor hub: means,-

its .,valve- 11,- and Vthe postsof the valve.11,y and-.the reV cepticnof compressed air-bearing fuel, andthe 'distribution-of this air Vandfuel mixtures This is all asfinitheiirst form. The nozzle 57 is however,constructed to "have an additional control ofthe flow of compressed air..and fuel by means of fthe bore 66 to the nozzle 57:

There is formed in the nozzlemeans D,rat its end-op-v posite ,to thedischarge 58;` a cylindrical ycl1amber 74,2wit'h axis co-incidental withthe Aaxis of nozzle 57,1andflthis chamber'74-has a piston 75reciprocable therein.

latter-maybecontrolled by thepistons75-zthroughi1thevalve stem 77, thevalve 76 (being normally seated-on. the seat 78,-in dividing wall 79which separates the nozzle 57 frommhe. chamber 74. The valve stem77'an'dtvalve76 and piston75 have bored axiallythroughfthemaa passage`8S, shown by dotted lines in Figure 14, `so that therexisA thus a freepassage of air fromthe ,space 81 .abovezpisto'n 75,.buttl1is passage 80isi not so largeyas to permitttooV free flowso that pressure may beaccumulatedjn space 63. There isrestricted tlowalsoby ,Way'of port-'82froxrr space 6311. to nozzle 57. `Thefair flow lfronr 'spaces 63" and63a throughpassages 80 and 821 mayfthus-.be con-` tinuous but isfnot sofree as to preventaccuntnllationfof pressure inspaces-63 and 63a,and-'thereforevalso some.

accumulation of .pressure in thespace 81. abovepiston75.' This pressureabovepiston 75 serves to. normally keep the valve -76 seated,sogthatythus owris not-permitted from-boref66ofpi1pe 67 "except whenyalve'76is liftedl from itsI seat byl a pressure in pipe bore 664greaterthan theI pressure in space 63. This greater pressure .willoccur in eachperiod when the port 13 in valve 11 (or portV 14 for rotor B) permitsthe air and fuel mixture to ow to bore 66 of a blade 17 (or 18), andthus at this period in a cycle, the greater pressure in the bore 66wi1l,flowing through the port.83 to space 84'below the piston 75, causethejvpiston 75 and its valve 76 to be lifted from seatk 78,.,and atthistime the air and fuel mixture .under pres-` sure :isvperinitted to flowfrom-"spacer- Sdto nozzlez,

mining with air flowing.- through, passage S0. and .port-SZ" to nozzle57. Thefresultant combustible mixture -willrbe ignitedby-ignitionelementgf Except for vthe .'restric. tion of flow frombore,66,gduringsperiods Awhensiow through Aport 13is -shut off, theoperation isilikenthatiinl the,A Vtir-st1 form described. The.restriction Lroff. flow-from 1. bore 66"during the lperiods-ofthecycleswheniportz-l (or `14) otvalve 11. dcesnot,permitewfresultsinnaslightl.in xprovement .of fuel .economy, and, this. lmcaniof;

The piston 75 hasy securedto it a conical valve76;so .that the ow:restrietionzby walvee'lgamayfbe; used u1in some comAstructionstasmaycbecdesiredp althoughit may -be .usually desirable; fonthezsake aofisimplicity in construction, andifreedomzzfromeanyjdiicnltiesfofzoperation; to omit. this 'Yorniresuzictionby'valve means76nand instead. to use the means; as shown;ir'Lithe trstaformf 'forprovision of the mixture-sofcarburettedfsairfandaair; Inl the. latter,- event,thezownfrom;boreiithrouglnnozzle 57 will, duringithe non-:combustionperiddszof cycles,"be only-suchvas to reducequressure yiruboreetity and.'prodl.1ce.very'- slight lcom bustiorrin the mozzlesSZzand suchslight.combustionmay` be found desirable,xin somef constructions f tomore definitely-insure ignition and combustion duringthepressureperiodsif vIntthe use'of :thefmodied meansof Figuree l14,-,all= blades 17 (or 18)' will: have this=modied-`nozzle=constructiom: and Vit shouldrbe4 noted; also; that theL pressure Yinbores 66, during pressure periods, must be so much greater than::theretained pressure, created by pressure` in lspace 63,' that;thealternation of pressure in the pitch motor cylinders 25,*will.V be of'such magnitude, that thezpitch change :movement isA effectivelyprocured, such differencel of pressure', as may .be necessary, beingnotgreat, since-thezblades;17 may have such Alarge trailing areas,- astofprocure somewhat automatic'pitch change.

While AIhave -shown,: particular :devices and combina tions-:ofdevices;I in; theillustration of 'my invention, I contemplate thatflother detailed devices .and combinations of. devices,vmay vbe lusedinthe realization 'of my invention, without departing from ,the spiritand contemplation thereof.- T he-;bores` y66 :in pipes 67 'andthe portsshould befso proportionedas: to secure raspeed of ow topreveneflashfback of combustionrin'bores 66, but any such knowndevices-as screens-may be utilized to prevent such dash-back,- inthe-event thatthe. proportion of air to fuel:

rotor mounting means,:anair. foil blade. securedat. onev end intherotorhub. means. and extending generally radially from-therotorhub.means. in a plane transversely V,of .the ,axis of ,the frotor hubAmeans; .a .conduit .formed t intheriairsfoilzrotor; a :valvemeansinterposedpin .said :conduit and carried on-the airl foil rotorandoperable in timedrelation'cyclically lwith the rotation of the. .airfoil rotor aboutthe-rotor mounting means; azsource of fuel fluid underpressure and delivering througlrsaidconduit and. as -said conduitistperiodically opened .by saidvalve ,.means; a.discharge -jett nozzlecarried on said'air foil bladeat a location,radially outwardly fromitheaxisof'.

rotation of saidair foil yrotor and discharging in the plane of rotationA'of the .air-foil rotor substantially in the `direction ofa chordthereofythe said discharge jet nozzle having connection with saidconduit to receive fuelfluid, the said valvemeans: beingvlocated tocontrol passage of fuel uid thereto vfrom said source; an air induction'port spaced from .said .discharge jet nozzle and radially ini wardlytherefromt in the rotor for reception of air` from: F. atmosphere, andair conduit formed in said air foilblade and extendingfrom the airinduction port to the discharge jet1 nozzleto conduit air thereto,centrifugal compression of 'air inducted from atmosphere occurring insaid air conduit.

2.` The structure as speciedfin claim 1, andin .combinationgapitchchange means incorporated with saidrotor.:

hub Ameans-iandnoperationally connectedfwith said Lair foil blade:toimpartpitch-changemovenrent thereto, thelsaidf .foil-,bladeshayingioscillative.` mounting-einA the. rotor ihuhfmeansztor permit.oscillationlfof rthewairfoil blade-for pitch change, the said pitchchange means having timed relation with said valve means to, by saidpitch change means, impart deepened pitch angle to said air foil bladein periods of the rotation of said air foil rotor about the rotormounting means alternating with the flow f fuel uid to said 4dischargejet nozzle as permitted by said valve means and when said fuel uid doesnot ow thereto.

3.4 In an aircraft, a rotor mounting means, an air foil rotor having arotor hub means rotatably mounted on the rotor mounting means, a pluralnumber of air foil blades, each said air foil blade secured at one endin the rotor hub means and extending generally radially from the rotorhub means; a conduit means formed in said air foil rotor and in each airfoil blade and a source of fuel uid under pressure delivering throughsaid conduit means; each said air foil blade having a discharge jetnozzle carried thereon at a location radially outwardly from the axis ofrotation of said air foil rotor and discharging in the plane of rotationof the air foil rotor substantially in the direction of a chord thereof;a valve means interposed in said conduit means and operable in timedrelation cyclically with the rotation of the air foil rotor about therotor mounting means and through which fuel iiuid ows as timed therebyto each said discharge jet nozzle; and means to supply air forcombustion to each said discharge jet nozzle, the said means to supplyair for combustion including an air conduit formed in each said air foilblade and extending longitudinally therein, the said air conduits havingan air induction port means thereto located centrally of the circleswept by said discharge jet nozzles for induction of atmospheric airthereto, each said air conduit having a discharge radially outwardly ofthe air foil blade to the associated discharge jet nozzle, centrifugalcompression of inducted air occurring in each said air conduit.

4. The structure as specified in claim 3, and in combination; a pitchchange means incorporated with said rotor hub means and operationallyconnected with said air foil blades to cyclically inpart pitch changemovements to each said air foil blade, each said air foil blade havingoscillative mounting in said rotor hub means to permit oscillation ofthe blade for pitch change, the said pitch change means having timedrelation with said valve means to cyclically impart deepened pitch angleto each said air foil blade, in cyclical order, in periods of therotation of the air foil rotor about the rotor mounting meansalternating with the ow of fuel fluid to said discharge jet nozzles, aspermitted by said valve means, and when said fuel fluid does not tiow toa discharge jet nozzle.

5. The structure as speciied in claim 3, and in combination; a pitchchange means incorporated with said rotor hub means and operationallyconnected with said air foil blades to cyclically impart pitch changemovements to each said air foil blade, each said air foil blade havingoscillative mounting in said rotor hub means to permit oscillation ofthe blade for pitch change, the said pitch change means having timedrelation with said valve means to cyclically impart deepened pitch angleto each said air foil blade, in cyclical order, in periods of therotation of the air foil rotor about the rotor mounting meansalternating with the iiow of fuel fluid to said discharge jet nozzles,as permitted by said valve means, and when said fuel iiuid rdoes notflow to a discharge jet nozzle; the said pitch change means comprising,for each blade, uid pressure responsive means to effect deepened pitchangie of the blade and a conduit connection to the fluid pressureresponsive means from the fuel fluid conduit means of a blade in whichdistributed fuel uid is under the distributing pressure at the higherpressure of the cycle in the said fuel conduit means to the associateddischarge jet nozzle.

6. in an aircraft, a rotor mounting means, an air foil rotor having arotor hub means rotatably mounted on the rotor mounting means, a pluralnumber of air foil blades,y

each said air foil blade secured at one end in the rotor hub andextending generally radially from the rotor hub means; aconduitl meansformed in said air foil rotor and in each air foil blade and a source offuel bearing air under pressure delivering through said conduit means;each said air foil blade havinga discharge jet nozzle carried thereon ata location radially outwardly from the axis of rotation of said air foilv'rotor and discharging in the plane of rotation of the air foil rotorsubstantially in the direction of a chord thereof; a valve meansinterposed in said conduit means and operable in timed relationcyclically with the rotation of the air foil rotor about the rotormounting means and through which the fuel bearing air under pressureflows, timed thereby, to each said discharge jet nozzle; means to effectignition of combustible air and fuel in the said discharge jet nozzlesas air and fuel are delivered thereto; an air conduit in each said airfoil blade, the said air conduit in each said blade extendinglongitudinally therein, the said air conduits having an air inductionport means thereto located centrally of the circle swept by saiddischarge jet nozzles for induction of atmospheric air thereto, eachsaid air conduit having a discharge radially outwardly of the air foilblade to the associated discharge jet nozzle, centrifugal compression ofinducted atmospheric air occurring in each said air conduit.

7. The structure as `specified in claim 6, and in combination; a pitchchange means incorporated with said rotor hub means and operablyconnected with each said air foil blade to impart pitch change movementto each said air foil blade in cyclical order, the said pitch changemeans'having timed relation with said valve means to impart deepenedpitch to each said air foil blade in periods of rotation of said airfoil rotor about the rotor mounting means^ alternating with the ilow ofsaid fuel bearing air under pressure V'to each said discharge jet nozzleas permitted by said valve means and when said fuel bearing air underpressure does not ow to an air foil blade.

8. The structure as specified in claim 6, and in combination; a pitchchange means incorporated with said rotor hub means and operablyconnected with each said air foil blade to impart pitch change movementto each said air foil blade in cyclical order,'the said pitch changemeans having timed relation with said valve means to impart deepenedpitch to each said air foil blade in periods of rotation of said airfoil rotor about the rotor mounting means alternating with the ow ofsaid fuel bearing air under pressure to each said discharge jet nozzle,as permitted by said valve means, and when said fuel bearing airnnderpressure does not ow to an air foil blade; the said pitch change meanscomprising, for each said air foil blade, a fluid motor means, all ofthe said fluid motor means being mounted on said rotor hub means, eachsaid' fluid motor means elfecting deepened pitch phase for itsassociated air foil blade, cyclically, each said fluid motor meanshaving in conductive connection with it a connecting conduit thereto andto a mated conduit means for fuel bearing air under pressure of an airfoil blade located to receive fuel bearing air under pressure in anopposite phase of the cycle of rotation to the phase of the air foilblade associated with the uid motor means.

9. In an aircraft, a rotor mounting means, a rotor hub means rotatablymounted on the rotor mounting means, a plural number of air foil blades,each said air foil blade secured at one end in said rotor hub means andextending generally radially outwardly from said rotor hub means; adisohange jet nozzle mounted on each said air foil lblade at a locationradially outwardly from its mounting in the rotor hub means; a meansoperably interconnected with said :air foil rotor` to be operated incyclical order with its rotation to distribute iluid under pressure toeach said discharge jet nozzle in periods cyclically in rotation of therotor hub means and means to supply fluid under 1,5. pressure forsuch'fdistribntion; and pitchtchange means for said `Vair foil blades,comprising,v al'iuid motor means for'each'said' airfoil blade, allot thesaid'iluid motor means being mounted on -said rotor hub means, each'said lluidm'otor means effecting deepened pitch phase for itsassociatedair foil blade, cyclicallygeach said Z'uid motor meansV havingin conductive connection with it a connecting conduit thereto and to themeans for saiddistribution of fluid under pressure to receivesaidflid-underpressure ina phase of its pitch change opposite to thephase in which its associated discharge jetv nozzle receives fluid underpressure for expulsiony from the discharge jet nozzle.

l0." The structure as specified in claim 9, and in combination; a meansfor change of 'the cyclicph'ases of supplyof said fluid under 'pressureto change the location of y said phases fin the cycle of rotatio'nrofsaid air foil rotor, for resultant change of 'the direction Vofhorizontal thrust of the lair foil. rotor, in the plane of its rotation.

ll. In an aircraft, 1a rotor mounting means,:a rotor hub meansrotatablymounted fonthe rotor mounting means, a plural number of airfoil blades, eachsaid air foil-blade secured at one end in saidv'rotorhub means and extending v generally-radially outwardlyy from`saidrotorphub means; a .dischange nozzle mounted on: each said air foilblade .at a location radially outwardly :fromits mounting in the rotorhub means; a distributing meanscoperably inter-connected with said rotorhub means to be operated in cyclical .-orderwvith its rotation to.distribute fluid under pressure .toreach said discharge jet nozzle by apassage thereto and individually related Athereto in-pen'odscyclically,in-rotation ofthe rotor 7hub means; a means to .supply .duid under.pressure to saiddistributing means for such distribution;..a.pitchchange means Afor saidair foil Y' foil' blade whiohis -ina.phasefofitsiorbitabout the axis of rotation oftheotor-hub -means--substantiallyopposite tothe phase of the-air foil blade 'oscillatively*actuablefbyg the-fluid motory means in itswsimilar saidorbit.

l2. In-an aircraft:- aypair -of -airf'oil -rotorsf,-each-= said rotorincorporating; avrotonhub meansandvaffpluralfnumber of air foil bladeseach-'offwbi'ch issecured-.at-one end in therotor fhu-l:-.'meansandi-.extends generally radially outwardly from the rotor` hub meansyapluralfnumb`er.; v.off

under@ pressure: f 'a #rotore mounting; means:Y oni-Which: 'the'Vrotor-hub means otg-each'of'thersaid pairof air oilgrotorsarerotatablygmounted toabe'rlotat'able4 on :co-incidentali taxesto-permit'frotatio'nfot the :one: ain foillrotorfinoa plane spacedaway;fronti-theaplane-of rotation'offtheother.:A .a distributingvmeanscomprisingri a.. primary :ele-A mentehavingg a:distributing:passager-dor the loneair; foilrotor 'and adistributingzpassage;jforrrtheother:air foil rotor;y and pairofrsecondary elements, :one-'secondary element associated. with one:airffoil roter:- and-'co-operating with one-said' distributing.passalg'eto procure a periodic" cyclic' distribution byy intermediaterinte'rconnecting cong e duits with the dischargefnozzlesfofvthe'airffoil rotor; andV the otherisec'ondary elementassociate'dfwitltthe:other air toil Vrotor and rco-operating IWith-theluther saiddistributingVpassage-to,l procure a periodicl cyclic-distributionzfby. intermediateinter-connecting conduitsffwith'ihe discharge'vv nozzlesV of lsaidotherairffoil 'rotor'` af-Iconductive conduit interconnecting :saidtmeansforf#suppIS/ouid underl pressure fthrou'gh` said .distributingmeans.` tonpermit distribu-` tion thereby to the discharge nozzles; thesaid distributing of jtlj'e'fluid under pressure to the"dischargenozzles of one airfoil-rotorinjphases ofthe orbitv about its -axis whichareA substantially'fdimetricallyopposite to' the similar `phases of ivintlieorbit of the other airfoil rotor: and

in combination; thi'sa'idprim'ary element having `adjustable mountingVon said rotor mounting means to effect chnge-ofthe 'relativecooperation ofthe secondary elements therewith forco-inc'ident change ofthe distribution cycles by-saiddistributing.V means to effectco-incident changaoithe distribution `periods of each of the air foilrotors in theorbit of vthe air vt'oil rotor about its axis, whilemaintaining the said .diametrically oppositerelation.

13.` Theimeans as specified in claim l2, and in combination; the .saidprimary. elementbeing a cyclindrical valve axiallyfco-incidentwiththerotor hub means-aud the saidsecondar-yelements being each a valvemeans circumterentiallyfof the primaryA element.

14. The means` as specied in claim 12, and in combination;l .pitch#change Ameans; forrthe air foil blades of each of thesaidqair yt'oilrotorsrthe pitchchange means for each air f oil rotor comprising@ uidmotor means for eachair-foil blade-al1 ofthefluid motor means of-oneairffoilfrotorfbeing ,mountedon thef rotor hub means of the -air toil-frotor-,VY Vveach iluid motor' means Y effecting deepenedt pitchphase-for .its associated air foil blade, cyclicallygieach-said-nidmotormeans having in conditetive :connection-,with-it a connect-ing ,conduitthereto and to Van associated-intermediate interconnecting conduit forsaid1distributionofuid nnder-presure to receive said uid underpressureqin-a phase -of fitspitch change opposite to thelphasetin-vvhich its associated discharge `nozzle receives vlluid--under. -pressnre for expulsion from the-discharge nozzle.

l'flfhemeans as-specied-in claim,l l2, and in combinationz the: ,saidl"primary element beingga cylindrical valvee axially coincident with therotor hub'means, and the-said secondaryeelements'fbeing each a valveincorporated with its associated-rotonhub' means and circumferentiallykkof :the said Vprimary element; f and- .the said primaryI elementi beingadjustablein its mounting by rotation movementf in saidfmountinggtheE-said' primary element having in interconnectiontherewith-a ,control Ameans by which the v'rotationfmovem'ent maywbeelected.'

16.l The-meansasfspecied inclaim' l2, and in combinationr--thesaidroten-mounting means including an axiallygcentral shaft and-atz one endthereofa laterally projected ange for-mingn-bearing' retaining meansatzthat end of the shaft for one said rotor -hub means, and atfthe otherend of the: said shaft a sleeve secured `with saidshaft and spacedA.th'erefromfcircurnferentially, the :sleeve having anfin'ternally`pr'ojectedu;flange forming Va bearing retaining meanswforfa` bearingmember of the other rotor hub means.` e

17. In an aircraftgaf fuselagestructure and :a plural number'ofrotorlunit-Pmountingepylons secured `on the fuselage structure, each'said 'y mounting lpylon having mounted thereonta'rotor-unit ea'chrsaidIrotor unit comprisingzi a-pair voff: air' foil' rotors rotativelyVmounted Y on the mounting: pylori' for -oppositerotation-insubstantially parallel-planesfspacedr apartyasmeans for supply of uidunden pressure,V each-.rotatifincluding,l a rotor hub means andyapl-ural-number of airfoil blades'each of which is secured-at onerendinthe rotor hub means and extends lgenerally radially outwardly from therotor hub means,

a plural number ,ofdischargenoz'zles mounted one onv eachfsaidV air foilblade yata location radially outwardly .from the mounting .in therotorhubmeans, a distributingmeans-for-.theirotorunit comprising, a primaryele- 4 menthayinga fdistributingapassagefor theone air foil rotor and adistributing passage for the -other air foil rotor, apairofwsecondary-elements one lof which is associated with oneair foil rotorand co-operative with one said distributing passage to procure aperiodic cyclic distribution by individual interconnecting conduits withthe discharge nozzles of the air foil rotor, and the other secondaryelement is associated with the other air foil rotor and co-operativewith the other distributing passage to procure a periodic cyclicdistribution by individual interconnecting conduits with the dischargenozzles f said other air foil rotor, a conductive conduitinterconnecting said means for supply of uid under pressure through saiddistributing means to permit distribution thereby to the dischargenozzles, the said distributing passages of the primary element having arelative location in the cycles of the said secondary elements to effectow of the fluid under pressure to the discharge nozzles of one said airfoil rotor of the unit in phases of the orbit about its axis which aresubstantially diametrically opposite to the similar phases of ow in theorbit of the other air foil rotor, the said primary element of the rotorunit being adjustable in the mounting pylon associated to eect change ofthe relative cooperation of the secondary elements therewith forcoincident change of the distributing cycles by said distributing meansto eiect coincident change of the distribution periods of each of thepair of air foil rotors of the unit in their orbits about the axis ofrotation while maintaining the said diametrically opposite relation.

18. The means as specied in claim 17, and in cornbi-nation; a pitchchange means for each rotor unit for the air foil blades of the air foilrotors of the unit, the pitch change means comprising, a fluid motormeans for each air foil blade, all of the uid motor means of the airfoil rotor bein-g mounted on the rotor hub means of the air foil rotor,each fluid motor means effecting deepened pitch phase for its associatedair foil blade, cyclically, each said Huid motor means having inconductive connection with it a connecting conduit thereto and to anassociated individual interconnecting conduit for said distribution offluid under pressure to receive said fluid under pressure in a phase ofthe pitch change opposite to the phase in which the associated dischargenozzle receives fluid under pressure for expulsion from the dischargenozzle.

References Cited in the le of this patent UNITED STATES PATENTS

